Heating apparatus



Filed Sept. 28, 1942 8 Shee'ts-Sheet l Ira/491711101 i 22 a aw 4 d; 1 m

March 8, 1949.

H. ROSE 2,463,908

HEATING APPARATUS Filed Sept. 28, 1942 8 Sheets-Sheet 2 March 8, 1949. H. ROSE 2,463,908

HEATING APPARATUS Filed Sept 28 1942 8 Sheets-Sheet 5 1 2' 17/8 20 /94 4 1). 2

March 8, 1949. H. ROSE 2,463,908

HEAT ING APPARATUS Filed Sept. 28, 1942 8 Sheets-Sheet 4 E 1N5 I INS, INS IN W x ./294 I 505 L K 29% 1 ii 306 r g f 310 9 292 i w Z96 325 w 9 0 3/2 a v V/ V V 280 Z80 W Ari i If r March 8, 1949. H. ROSE HEATING APPARATUS H WY NM 1,,

Filed Sept. 28, 1942 7 ilfarlz j/s March 8, 1949. H. ROSE 2,463,908

HEATING APPARATUS Filed Sept. 28, 1942 8 Sheets-Sheet 6 March 8, 1949. H. ROSE 2,463,908

HEATING APPARATUS Filed Sept. 28, 1942 8 Sheets-Sheet 7 March 8, 1949. 055 2,463,908

HEAT ING APPARATUS Filed Sept. 28, 1942 8 Sheets-Sheet 8 Patented Mar. 8, 1949 UNITED HEATING APPARATUS Harry Rose, Three Rivers, Mich, assignor, by

mesne assignments, to Edward J. Rose, Wilmington, Ohio Application September 28, 1942, Serial No. 459,895

(Cl. 23'l8) 8 Claims.

My invention relates to heating apparatus and is more particularly concerned with, but is not limited to, heating apparatus for automobiles and similar vehicles.

In pr :sent automotive practice, it is common to provide a hot water heater for heating the passenger compartment of the vehicle. Such hot water heater is connected to the engine cooling system and receives a supply of hot water from the water jacket oi the gasoline engine which drives the automobile. In some installations, only a single heater is used to heat the entire passenger compartment, whereas in other installations two or more heaters are used for this purpose.

Where the hot water heater is mounted on the dashboard which separates the engine compartment from the passenger compartment, it is also common to provide defroster outlets leading to the automobile windshield and through which air heated by the heater is driven by an electric fan and is directed against the windshield to melt any ice or snow which may tend to collect thereon. Instead of mounting the main heater on the dashboard. this heater is frequently located beneath the front seat of a passenger automobile and in such installations it is common to provide an auxiliary heater on the dashboard to provide the heated air necessary to defrost the windshield. Various other arrangements of hot water heaters are provided for modern automobiles and in busses several heaters may be used and located at different points in the passenger space to provide substantially uniform heating of all parts of this space.

In all of the foregoing arrangements, the individual heating unit or units do not supply heat until the temperature or the water in the water jacket of the engine has been raised by the operation of the automobile engine. Where the automobile has been standing in the open or in an unheated garage for an appreciable length of time in cold weather. the water in the engine cooling system is at a low temperature and several minutes are required to bring the cooling water to a sufficiently high temperature to enable the heating units to function. Most automobile cooling systems are provided with thermostatic controls which prevent the cooling water or most oi it from circulating through the automobile radiator until the temperature of the water in the water jacket has attained a predetermined minimum temperature. The presence oi the thermostatic control shortens the time required to bring the automobile engine to normal operating condition and also the time required to raise the water in the heating units to a sufficiently high temperature to permit these units to give ofi heat. However. with the best present installations, a very appreciable period of time is required to enable the hot water heating units to start supplying heat when the automobiie and its cooling system are thoroughly chilled at the time the engine is started.

An object of my invention is to provide preheating apparatus which can be applied to existing automobiles having hot water heating units installed therein and which will materially shorten the time required to bring the water in the heating units to a sufllcientiy high temperature to enable the heating units to give off heat.

Another object of my invention is to provide pre-heating apparatus which can be installed in various arrangements on existing automobiles and which can be used with any type of hot water heating unit.

Another object of my invention is to provide pre-heating apparatus which is inexpensive to manufacture and install and which requires a minimum of changes in the existing heater installation on the automobile.

Another object of my invention is to embody my pre-heating apparatus in the form of an accessory so designed that a few sizes or variations will fit most of the hot water heater installations now in use on automobiles.

Another object at my invention is to provide new and improved pre-heating apparatus to use the gasoline supply for the automobile engine as the source of supply for a burner which raises the temperature of the water in the heating unit before the water in the jacket of the engine attains a temperature sufficiently high to satisfy the needs 0! the heating unit.

Another object of my invention is to provide a pre-heating apparatus which is more efllcient than anything known to the prior art.

Another object of my invention is to provide a pre-heating apparatus having an improved burner.

Another object oi my invention is to provide a pre-heating apparatus having an improved automatic control.

Another object oi my invention is to provide a pre-heating apparatus having an improved com- .bination manual and automatic control.

Another object of my invention is to provide a heating apparatus having control mechanism which is responsive to the pressure created in a boiler forming part of the heating apparatus.

Another object of my invention is to provide heating apparatus having improved automatic control means responsive to the temperature of the water supplied from the engine water Jacket.

Another object of my invention is to provide pre-heating apparatus which may be placed in either a vertical or a horizontal position or wherein parts may be placed vertically and other parts horizontally in the same installation.

Another object of my invention is to provide improved means for pro-heating a part of the cooling medium and for supplying this pre-heated part to the individual heating units or unit.

Another object of my invention is to provide an improved burner of general application.

Another object of my invention is to provide an improved battle for a burner.

Another object of my invention is to provide a self-contained heating unit of improved construction which may be utilized to heat the interior of the passenger compartment of a vehicle or which may be utilized to heat any other enclosed space.

Other objects and advantages of my invention will become apparent as the description proceeds.

In the accompanying drawings:

Fig. 1 is a view illustrating an installation in a conventional automobile of a preferred form oi my invention;

Fig. 2 is a vertical section through the burner and control chamber of Fig. 1;

Fig. 3 is a top plan view of the burner and control chamber of Fig. 2;

Fig. 4 is a vertical section through the control chamber and associated mechanism showing the position of the parts when the burner is in operation;

Fig. 5 is a vertical section of the control chamber and associated mechanism taken on the line 55 of Fig. 4 and showing the position assumed by the parts when the manual control is in the of! position;

Fig. 6 is a view similar to Fig. 5 but showing the position of the parts when the automatic control is in the on position;

Fig. '7 is a side elevation of the control chamber and associated mechanism showing the parts in the positions assumed in Fig. 6;

Fig. 8 is a view similar to Fig. 1 but showing a diil'erent installation of my invention on a conventional automobile;

Fig. 9 is a side elevation oi the control chamber and associated mechanism of Fig. 8;

Fig. 10 is a top plan view of the apparatus shown inFig. 9:

Fig. 11 is an end view oi the apparatus 01 Fig. 9 looking in the direction of the arrow ll;

Fig. 12 is a partial view looking in the same direction as Fig. 11 but showing the position of the parts when the manual control is in the oil position;

Fig. 13 is a longitudinal sectional view of the burner of Fig. 8 taken on line 0-" but with the water outlet differently positioned;

Fig. 14 is an end view of the burner of Fig. 13;

Fig. 15 isan elevational view oi the rlghthand portion of the burner of Fig. 13; v

Fig. 16 is a vertical sectional view taken on the line Il-ll of Fig. 17 showing a modified heating unit which can be used in lieu of the heating units 0! Flgs.1 and 8;

Fig. 17 is a. vertical sectional view taken on the line l'I-ll of Fig. 16; 1

Fig. 18 is a sectional view taken on line ll-Il of Fig- Fig. 19 is an end view of Fig. 18;

Fig. 20 illustrates a further form of my invention as being applied to a conventional automobile;

Fig. 21 is a longitudinal, vertical sectional view through the burner and associated parts of Fig. 20; and

Fig. 22 is a view largely in section showing a unit heater embodying features of my invention.

Figs. 1 to 7, inclusive, disclose an embodiment oi my invention as being applied to an automobile having an engine illl connected by hose 3! to the top of a radiator 34 having a lower connection 3' leading to a water pump a which returns the water from the bottom of the radiator throu h pipe 40 to the water jacket of the engine 30. The engine 30 has an air intake l2 through which air is supplied to a carburetor 44 which furnishes a mixture of fuel and air to the intake manifold Id. The engine 30 is located in an engine compartment l8 separated from the passenger compartment 52 by a dash 50. The engine compartment II is preferably provided with a conventional hood 54 which may be opened to permit inspection and repair of the mechanism in the engine compartment.

A heating unit 56 is mounted in the passenger compartment 52 and is illustrated as being attached to the dash 50 by means of a pipe 58. The pipe ill constitutes a return for the fluid circulated through the heater 66 and is connected to the inlet side of the water pump a by a pipe 60. The heating unit it has a hot water inlet pipe 62 and in the conventional automobile installation the hot water is supplied to the inlet pipe 82 directly from a pipe 64 which is attached to the top of the motor block of the engine 30.

The parts thus far described are conventional parts such as may be found in a wide variety of hot water heater installations on automobiles and require no detailed description. The pipe 32 which connects the cooling Jacket of the engine 30 with the top of the radiator ll may be prov'lded with the usual thermostat to restrict or completely out off flow between the engine water jacket and the radiator 34 until the water in the Jacket reaches a. predetermined temperature.

In the embodiment or my invention illustrated in Fig. 1, I interpose a pro-heating unit Cl between the pipes 82 and it through which water is supplied to the heating unit it. This pre-heating apparatus comprises in general a burner 08. a control chamber II. and associated control mechanism including a Bowden wire I! loading to the instrument board II to permit manual control of the heating apparatus by manipulation of button II.

The control chamber and burner are shown in Fig. 2 and the associated controls are shown most clearly in this figure and in Figs. 3. 4, 5, 8. and I, wherein these controls are shown in the several diilerent positions which they assume under different conditions. The control chamber II has an inlet II which is connected to the pipe ll whereby water from the engine water Jacket is supplied to this control chamber. The outlet pipe II of the control chamber ll leads to the bottom of the heater DI and the top 01 this burner is provided with an outlet 81 which is connected to thetpipe I! leading to the bottom of the heating uni The control chamber II is illustrated as having a shell I! termed by a pair or sheet metal cups II and II which are telesooped as indicated at 80. A strap It has its ends clamped between the cups 86 and 88 of the shell 84 and forms a support for the lower end of a control bellows or Sylphon 84 which is seated in a saddle shaped depression in the strap 82.

The bellows 94 is responsive to the temperature of the water in the control chamber and is so constituted that this bellows expands when the temperature of the water in the shell 84 increases, and contracts when the temperature of this water decreases. While I have found that the bellows or Sylphon 94 is particularly advantageous for my purpose, other thermostatic control means could be used in lieu thereof.

A rectangular frame 96 is located in the control chamber 10 and has its top resting on the upper end of the bellows or Sylphon 84. The frame 86 has open sides and lies in a plane perpendicular to the plane of the supporting strap 82 which carries the bellows 94. Tapered valve 88 is attached to the lower end of the frame 86 and coacts with the inwardly projecting upper end I00 of pipe 80 to regulate communication between this pipe and the interior of the control chamber 10. The end I00 of the pipe 80 is provided with a small orifice I02 which at all times provides restricted communication between the pipe 80 and the control chamber 10. This orifice I02 may be of any suitable size, for example, oneeighth of an inch, and permits a slow flow of water through the control chamber 10 when the valve 88 is in closed position.

A nut I04 is attached to the top of the frame 86 and is threaded or otherwise secured to the lower end of a control rod I06 which slides in the bore I08 of a control head I I0 attached to the cup 86 of the shell 84. The control rod I06 moves up and down as the bellows 94 expands and contracts and thereby regulates the operation of the burner 66 in a manner which I shall present- 1y describe.

The lower end of pipe 80 is telescoped over an inlet nipple II2 which is illustrated as being an integral part of the sheet metal outer wall II4 of the heater 66. An inner wall II8, also of sheet metal, is spaced from the outer wall II4 to provide a water jacket II8 therebetween. The upper and lower ends of the outer wall I I4 are bent inwardly as indicated at I20 and I22, respectively, to form a sealing engagement with the inner wall II6. Water entering the burner inlet I'I2 flows upwardly through the water jacket II8 formed between walls H4 and I I6 and passes out of burner outlet 82 to pipe 62.

The upper end of inner wall H6 is closed by a heating chamber head I24 which is attached to the tubular arm I28 01 the control head "0. A burner head I28 is mounted in chamber head I24 and has openings I80 through which a combustible mixture is supplied to the combustion chamber I82 provided by the upper part of the Inner wall II6. I shall now describe the means for supplying a. combustible mixture to the burner head I28.

The burner head I28 is supplied with a mixture of an and gasoline by a carburetor I84 which is illustrated as being 01 the fixed type but which may be provided with any suitable fuel or air adjustment if desired. The carburetor I84 Is provided with a fuel inlet nipple I88 connected by pipes I 38 and I40 to the float bowl of the engine carburetor 44. Carburetor I84 is supplied with air through an air inlet I42.

A tubular elbow I44 connects the carburetor I84 with bore I48 extending transversely of the control head I I0 and its integral arm I28. A see- 6 ond bore I48 connects bore I46 with the interior of the burner head I28. A flame arrestor I50 is located in the burner head I28 and preferably consists of a wire gauze of suitable mesh.

The control head IIO has a cylindrical recess I52 containing a manual control valve I54 which is axially slidable therein. This control valve has a bore I56 which, in the position shown in Fig. 2, is in line with the bore I46 to provide communication between the carburetor I34 and the burner I28. The control valve I54 also has a large axial bore I58 and a smaller axial bore I68 which forms a. continuation of the bore I58.

In the position of the parts shown in Fig. 2, the control rod I06 extends into the bore I58 of valve I54 and has its upper end just below the cross bore I56 formed in this valve. A pin I62 is in line with the upper end of control rod I06 and is attached to a control block hereinafter de scribed. This pin I62 is of smaller diameter than control rod I06. In Fig. 2, the pin I62 is illustrated as being located in the bore I60 and as having its lower end located in the intersection of bores I56 and I58 in the valve member I54. Pin I62 is of such diameter that it does not prevent passage of combustible mixture through bore I56 to burner head I28.

The combustible mixture admitted to the combustion chamber I32 through the openings I in burner head I28 is ignited by an electric igniter I64 attached to the chamber head I24. This igniter comprises a metal tube I66 which is threaded at its lower end into the head I24 and thereby grounded to the frame of the automobile. A resistance wire I68 is located in the tube I66 and has its lower end grounded to the open lower end of this tube.

The upper end of the wire I88 is attached to a threaded terminal I10 which is insulated from the tube I66 but is attached to a lead I12 by nuts I14 and I16 which serve to clamp one end of the lead I12 to the terminal I10. The other end oi the lead I12 is attached to an insulated block I18 by nut I80 and screw I82. A flexible switch blade I84 is attached to the screw I82 by a nut I86 and is in electrical communication with lead I12 through screw I82.

The insulated block I10 is of triangular shape as best shown in Fig. 3 and is attached to the arm I26 of control head IIO by screws I88 and I90 or by any other suitable means. This block I18 carries a switch contact I92 which is shown as constituting the upper end or a screw secured to the block I18 by nuts I94 and I86. The nut I86 also forms an attaching means for one end of a wire I88 leading to the hot or ungrounded side of the usual automobile battery. The contact I82 cooperates with a contact 200 carried by switch blade I84 and the supply of current to the igniter is controlled by opening and closing these contacts. I shall now describe the automatic and manual means for controlling this igniter switch.

The switch blade I84 is L-shaped. as shown in Fig. 3, and has an opening 202 which surrounds the upstanding finger 204 of a switch actuating block 206 formed of insulating material. The block 208 has a. vertical bore 208 in which the upper end of pin I62 is located. When the parts are in the position shown In Figs. 2 and 4, the switch Is closed. but when the bellows 04 expands. pln'I82 lifts actuatlng block 206 thereby flexing switch blade I84 and moving contact 200 out of engagement with contact I82.

The separation of these contacts cuts off the supply of current to the igniter. This position oi asoaoos the parts is shown in Figs. 6 and 7. When the bellows 94 expands to open the igniter switch, the upper end of control rod III moves upwardly across passage I56 in valve In and cuts off the supply of combustible mixture to the burner. The supply of current for the igniter and the supply of combustible mixture for the burner are thus cut oil substantially simultaneously and the burner ceases to function as a means for heating the water supplied to the heating unit or units.

I also provide manual means for controlling the operation of the burner. I have previously referred to the Bowden "ire indicated generally by the numeral I2 and the control button Ill adiacent the dashboard Id. The button I6 is attached to one end of a cable 2"! which passes through and slides in a flexible conduit 2I2 having one end attached to the dash I4 and the other end attached to the control head I III by screw 2I3. An arm 2" on control valve I54 is attached by screw 2 I 6 to cable 2 I II so that pushing inwardly on the button I6 raises valve Ill from the position shown in Fig, 4 to the position shown in Fig. 5. In the latter position, the passage I56 is out of alignment with the bore I in the control head and this bore is closed by the lower end of valve I", thus cutting oi! the supply of combustible mixture to the burner.

When valve I54 is raised to the position shown in Fig. 5, the switch actuating block 206 is also raised and flexes switch blade I to move contact 200 out of engagement with contact I92. This cuts off the supply of current to the igniter I. The manual control is, therefore, able to render the burner 68 inoperative and this manual control is independent of the automatic control.

As best shown in Fig. 5, the cable 2M passes through a hole in switch blade I82 and has a head 2Il forming a seat for a spring 220 confined between this head and the switch blade I. This spring serves to urge the switch blade I and its contact 200 into engagement with contact I92 when the parts are in the position shown in Figs. 2 and 4. When the automatic control operates to shut off the burner. the spring 220 is further compressed, as indicated in Figs. 6 and 7.

Referring to Fig. 2. it will be seen that the burner includes a tube 222 forming a support for a ceramic heat retainer and diiluser 224 which defines the lower limit of the combustion chamber. The gases from the combustion chamber pass through the narrow annular passage 22! formed between the retainer 224 and the wall III and thence flow downwardly in the annular space 229 formed between this wall and the tube 222. The lower end of the tube 222 is provided with openings 22! through which the burned gases are discharged to a pipe 220 leading to the intake manifold 42 of the engine 20.

The burning gases in the combustion chamber I22 and the hot gases flowing therefrom through annular spaces 226 and 222 give up their heat to the water in the water jacket III and thus raise the temperature of this water to the temperature most desirable for proper operation of the heating unit 58. While the burner is operating, the valve 28 is in closed position and only the slow flow of water permitted by restriction I02 occurs in water jacket I II and heating unit It. The gases sucked into the intake manifold have been cooled sumciently so that they do not tend to ignite the cornbustible mixture supplied to this manifold by the engine carburetor ll nor do they heat or dilute this mixture sumciently to interfere with the engine operation.

The operation of that form of my invention shown in Figs. 1 to 7 is as follows. When the water in the engine water jacket is cold, bellows 94 is collapsed and valve 98 is closed. If the manual control button I6 is pulled out to the on position, the parts are in the position shown in Figs. 2 and 4. When the automobile engine is started, the suction in the intake manifold will create a suction in the burner which will draw a 10 combustible mixture through the openings III] in burner tube I28. Current will be supplied to the igniter I68 and cause resistance wire I 68 to attain a high temperature which will ignite the combustible mixture in the combustion chamber III.

The heat created in the combustion chamber and the heat of the gases flowing therefrom down the inner surface of inner wall H6 will heat the water in the water jacket III. The engine water pump will create only a slow flow through the control chamber III, burner jacket I I8, and heating unit it due to the closed position of the valve 98. Hot water is quickly supplied to the heating unit 58 and this unit thereupon immediately starts to heat the passenger compartment of the automobile. Because of the slow flow through the jacket H8, only a relatively small amount of water is heated by the burner during its period of operation and this feature contributes to the elilciency and economy of my pre-heating apparatus.

It will be understood that the heating unit 56 may be of any suitable type. In accordance with conventional practice, this heating unit will usually be provided with a small electric fan for circulating air over the has of the heating unit. Any suitable control may be provided for this fan and adjustable louvres may be provided for directing the heated air discharged thereby in any desired direction.

The burner may be started either simultaneously with the starting of the automobile engine or immediately after the automobile engine has been started. I preferably make the burner 01' so such size that it will supply water at high temperature to the heating unit 56 within a few seconds after the burner has been started. In a preferred embodiment of my invention, the heating unit will give oil large quantities of heat within a minute or two after my pre-heating apparatus has been placed in operation. The exact time required to bring the heating unit to full operating temperature will, of course, vary slightly with the temperature of the water in the engine cooling system, but I have found that the time required should not exceed a minute and a half or two minutes even under the most severe conditions.

After the automobile engine has been operat- 00 ing for some little time, the water in the engine water jacket 30 heats up and the slow flow from the engine water jacket through the control chamber III causes the water in this control chamber to reflect the temperature of the water in the engine cooling system. When the water in the engine water Jacket attains a sumciently high temperature to supply the requirements of the heating unit II, the bellows ll expands to open the valve 82 and permit free now of water .70 from the engine water Jacket through control chamber III. burner jacket I", and heating unit I.

The expansion of bellows ll moves control rod Ill upwardly to close passage I" and thereby ll cut of! the supply of combustible mixture to the burner 66. Pin I62 attached to the upper end of control rod I66 also moves upwardly and lifts switch actuating block 266. This flexes switch blade I64 and moves switch contact 266 out of engagement with contact I92 to cut off the supply of current to the igniter I66. The burner is now completely out of operation and no additional heat is supplied to the cooling water by my pro-heating apparatus. All heat supplied to the heating unit 66 is derived from the automobile engine 36 and this condition will normally continue throughout the period of operation of the automobile.

Ii. for any reason the water flowing into the control chamber 16 from the engine water jacket should drop below the required temperature, bellows 94 would again contract thereby closing valve 96 and restarting my pro-heating burner. If the automobile engine is stopped without shifting the manual control button 66 to off position, no injury will result. As the water in the control chamber 16 cools down, bellows 94 will contract and return the parts to the position shown in Fig. 2. This will close valve 96 and the igniter switch, and will open communication between burner tube I26 and carburetor I34. No combustible mixture will be supplied to the burner, however, since the automobile engine is not operating and there is no suction available to draw such combustible mixture into the burner. Also, the igniter will not heat up since this igniter is ordinarily connected to the automobile battery through the engine ignition switch and this switch is open while the engine is not operating. As soon as the engine is started. how- This burner has an outlet 266 which is conever, my pro-heating unit will begin'to function without any manipulation of the manual control button 16.

When it is desired that my pre-heating unit operate automatically whenever the engine is operating and the water in the engine jacket is below the desired temperature for eflicient operation of the heating unit 56, the control button 16 may be left in the on position. Whenever it isdeslred to cut out the automatic operation of my pre-heating unit, this control button can be pushed inwardly to its off position. This will raise the valve I64 to close communication between the two parts of bore I46 and thus cut oil the supply of combustible mixture to the burner. Raising oi the valve I64 will also open the igniter switch and cut oil the supply of current for the igniter I66.

In the embodiment of Figs. 8 to 15, inclusive, I have shown my pre-heating apparatus applied in a somewhat different manner to the hot water heater of a conventional automobile. In this form of my invention, I have shown in Fig. 8 an automobile engine 266 provided with the usual water Jacket connected to the radiator 252 by hose connection 264. A return pipe 266 connects the bottom of the radiator with the water pump 266 which returns the water to the engine water jacket through hose connection 266.

The engine 266 is provided with an air intake 262 leading to the carburetor 264 attached to the intake manifold 266. A hot water heating unit 266 is attached to the dash 216 by pipe 212 and a second pipe 214 connects the upper part of the heating unit 266 with the radiator return pipe 266 leading to the water pump 266. Hot water from the engine water jacket is supplied to the heating unit by way of pipe 216, whose inlet end is attached to thetop of the engine water jacket. My new and improved pre-heating apparatus is nected to the inlet of the heating unit 266. The control chamber 266 is shown in side, top, and end elevational views in Figs. 9, 16, and 11, and may be identical in construction with the control chamber 16 of the embodiment of Figs. 1 to 7, inclusive.

The control head 292 is attached to the top of the control chamber 266, and is connected by elbow 294 with carburetor 296. This carburetor has a fuel inlet nipple 268 which receives fuel from the float bowl of the engine carburetor 264 by way of pipes 366 and 362. A gas pickup 364 is illustrated as being interposed'between the pipes 366 and 362, and functions to mix a small amount of air with the fuel passing to the burner carburetor 296. A similar gas pickup is indicated in Fig. 1, but these pickups may be dispensed with if desired.

The combustible mixture provided by the burner carburetor 296 flows through the control head 292 and its integral arm 366 to a pipe 3I2 connected to the arm 366 by fitting 366 and nut 3I6. As best shown in Figs. 13 and 15, the other end or the pipe 3 I2 is connected by means of tubular nut 3l4 and fitting M6 to burner head 3I6. This pipe 3I2 conducts a combustible mixture to the burner tube 326 located in combustion chamber 322. a

It will be understood that the control head 292 is identical with the control head I I6 01' the previous embodiment, and has the same control means therein for regulating the supply of combustible mixture to the burner. The control head 292 and control chamber 266 also provide automatic means for controlling the igniter switch 324 which may be identical with the igniter switch of the previous embodiment and automatically and manually controlled in the same manner. The manual control for this switch is through cable 326 and is best shown in Figs. 11 and 12.

H g In Fig. 11, manual control is in the on position. The burner switch is in circuit closing position and the valve means in the control head a 262 is positioned to admit combustible mixture to the burner 266. In Fig. 12, the manual control is in the off position and the switch contacts are separated and no combustible mixture can flow to the burner. The cable 326 passes through flexible conduit 326 and is connected to control button 336 adjacentthe dash 362 of the automobile,

The manual and automatic controls for my pre-heating apparatus of Figs. 6 to 15, inclusive,

are identical with the manual and automatic canoe 11 embodiment. This burner 28! has an igniter I24 controlled by the switch 324. and is provided with a flame arrestor and diffuser I" carried on a supporting tube 338 having openings 2" communlcating with pipe "2 leading to intake manitold 268. Inner and outer walls 3 and 8". respectively, provide a water Jacket 8 through which the water passes as it travels between the burner inlet 28! and the burner outlet 2". The fact that the burner 28! is placed upon its side beneath the heating unit 268, requires no change in the burner or its associated parts, and this burner may be identical in every respect with the burner 6i oi the previous embodiment.

In the embodiment of Fig. 1, the control chamber Ill and burner Gil constitute an accessory unit which is interposed between the pipe N connected to the top of the engine water jacket and the pipe 62 leading to the heating unit 56. Such an accessory unit, with its associated control mechanism, constitutes a convenient apparatus which can be readily applied to many conventional hot water heater installations without appreciable change in the installation. In some heater installations, however, there is no available space for such an accessory unit, and other arrangements have to be made for accommodating my pre-heating apparatus. The arrangement shown in Fig. 8 is one way or accommodating my pre-heating apparatus to a type of hot water heater installation which is not capable of accommodating the accessory unit shown in Fig. 1.

In the arrangement of Fig. 8, the burner 22' is located on its side and placed immediately beneath the heating unit 268. The control chamber 280, however, is leit in the engine compartment, and is illustrated as being connected to the burner 288 by means of pipe 282 and flexible hose 284, which passes through a suitable opening formed in the dash 210. In this arrangement, the pipe III, which supplies combustible mixture to the burner 288, also passes through the dash 218. This means that the carburetor 296 is located on the engine side of the dash 2'" and the combustible mixture is always traveling through a completely closed path after it passes to the passenger side of the dash 210.

The arrangements of Fig. 1 and Fig. 8 are merely two of various arrangements which might be effected by different positioning of the control chamber and burner. The control mechanism is attached to the control chamber, and any desired arrangement of control chamber and burner may be easily effected without interfering with the essential relationship between the various elements of the control mechanism. While in both Figs. 1 and 8 I have shown the control chamber as being vertically arranged, such arrangement is not essential, and the control chamber may be located on its side or at an angle or in any other position which may be dictated by space conditions.

In Figs. 16. 1'7, 18, and 19, I have illustrated my invention as being embodied in apparatus includ? ing a pro-heater type of heating unit. Such a unit is indicated generally by reference numeral Sill and comprises a lower tank 252, an upper tric motor 380 which drives a fan 362 for blowing air over the tubes and fins and for directing this air into the passenger compartment or other space to be heated. It will be understood that the heating unit as thus far described may be of any conventional or desired type, and that this heating unit would ordinarily be enclosed in a casing. The casing is usually provided with an I adjustable louvre for directing the heated air in selected directions.

In the pre-heatlng heater unit 350. my novel burner I" is located in the tank 352. This burner 38 may be identical with the burners previously described except that the outer wall I of the burner "I is made somewhat larger and shaped, as most clearly shown in Fig. 17, to form the casing for the lower tank 352. This outer wall "I has an inlet 368 connected by a pipe 310 to the control chamber 312. which is illustrated as being located in a horizontal position and placed closely adjacent to the burner and lower tank 352. The tubes 35B constitute the outlet pipes for the water jacket 314 formed between the inner wall 216 of the burner 364 and the outer wall 388 thereof.

As more clearly shown in Figs. 18 and 19, the burner and control chamber in this embodiment of my invention are connected directly to each other in the same way in which the burner and control chamber of the embodiment of Figs. 1 to 7 are attached to each other. The control chamber is provided with the control head 318 having a laterally extending arm "0 which is attached to the burner head 382. The head 382 is provided with a burne'r tube I". which is connected by way of the passages in the burner control head "I and its arm I" with elbow 384 and carburetor "8. The carburetor has an inlet an through which air is admitted and a .nipplet 350, which is connected through suitable tubing with the carburetor float bowl or any other suitable source of gasoline or other available fuel.

A switch supporting block 392 is mounted on arm "I! and carries switch 39!, which controls thesupply of current to the igniter 396. The pro-heating apparatus of Figs. 16 to 18, inclusive, is provided with the same manual and automatic controls utilized in the previous embodiments. and further explanation oi these controls is therefore unnecessary. The manual control may be eflected through a Bowden wire or any other remote control mechanism.

The control chamber 312 has a water inlet 398, which is adapted to be connected through suitable piping with the top of the engine water Jacket, and the heating unit 350 has an outlet 4" adapted to be connected by a pipe 402 to the inlet 01' the engine water pump. The burned gases discharged by the burner 384 how through a-pipe I to the engine intake manifold which provides the suction necessary to suck air and fuel into the burner carburetor 886 and draw the combustible mixture there formed into the burner combustion chamber Gilt.

InFigs. 16 to 19 inclusive, I have illustrated an embodiment of my invention wherein the tank 354, and vertical tubes I56 connecting tanks 262 and 354. Spaced fins l" of sheet metal and preferably formed of relatively high heat conducting material, surround the tubes "8 and conduct heat therefrom to the air which passes be tween these tubes and between the fins.

The heating unit 280 is provided with an elecburner is located in one of the water compartments of the heating unit and the control chamber is attached directly to this burner and is placedv immediately adiacent thereto. Such an arrangement isdesirable, but is in no wise essential and in some installations. it will be impossible or inadvisable to place the control chamber in such close proximity to the heating unit. In these latter installations, the control chamber can be located at a point remote from the burner and connected to the burner by piping in a manner similar to that disclosed in the embodiment of Figs. 8 to 15, inclusive.

The pro-heating unit'358 is illustrated as being a heaterhaving upper and lower tanks and vertically arranged tubes connecting these tanks. Such a type of heater is common, but it is also common to provide a heating unit wherein the tanks are arranged at opposite ends of the heater and the connecting tubes extend horizontally between these tanks. Various other arrangements of tanks and connecting tubes are commonly found in heating units. and I want it to be understood that my invention is not limited to the particular style of heating unit shown in Figs. 16 to 18, inclusive, but that my pre-heating apparatus may be applied to or built into heating units having different arrangements of tanks and connecting tubes.

During the past several years it has become increasingly common to mount a heating unit beneath the front seat of an automobile in such a manner that this heating unit will supply heat to both the front and rear compartments of the conventional passenger automobile intended to accommodate five or six people. In Figs. 20 and 21, I have illustrated an installation wherein my new and improved pre-heating apparatus is applied to an automobile having a hot water heater located beneath the front seat. The particular arrangement of the parts illustrated has been selected by way of. example only and various modifications of this arrangement are present on difierent makes of automobiles.

In Fig. 20, I have illustrated an automobile having engine 428 provided with water jacket which is connected to the usual radiator by a piping arrangement similar to that shown in Figs. 1 and 2. It will be understood that the usual water pump is provided to circulate the water through the engine water jacket and the automobile radiator. The engine 428 has a carburetor 422 illustrated as being provided with an air cleaner 424 through which the carburetor receives the necessary quantity of air to be mixed with gasoline obtained from a float bowl 425 which is connected with the main gasoline tank through conventional piping. The carburetor 422 supplies a combustible mixture to the engine intake manifold 428 which may be of any usual or desired design.

The heating unit 438 is illustrated as bein located beneath the front seat 482 and openings 434 and 436 are provided to permit the heated air discharged by the heater 438 to pass to both the front and rear portions of the passenger compartment of the automobile. The heating unit 438 may be of any usual or conventional type and ordinarily includes an electrically driven fan for circulating air over the heating unit and forcing it into the passenger compartment of the vehicle. In the conventional installation, the inlet 438 to heating unit 438 would be connected by piping to the pipe 448 attached to the head .of the engine 428. A return pipe 442 conducts water from the heating unit 438 to the intake of the engine circulating pump so that the operation of this pump creates a circulation through the heating unit 488 as well as through the automobile radiator.

In the arrangement shown in Fig. 28, the pipe 448 attached to the head of the engine conducts hot water from the engine water jacket to the control chamber 444 which is illustrated as being mounted adjacent the engine and connected thereto by a relatively short pipe. The control chamber 444 is not, however, necessarily mounted in such close proximity to the engine 428 and may be placed in any desirable and available position.

The outlet 445 of the control chamber 444 is connected by pipe 448 to the inlet 458 of burner 452. A sheet metal support 454 is attached by screws 458 or any other suitable means to the heating unit 488 and holds the burner 452 in a horizontal position just below this heating unit. This forms a convenient and desirable arrangement for supporting the burner 452 and has the advantage oi. reducing the length of the pipe which connects the burner with the heating unit so that little heat is lost by the water in passing from the burner 452 to the heating unit 488. However, the particular arrangement of the burner shown in Figs. 20 and 21 is not always possible or desirable and in some installations the burner will be otherwise located.

The burner inlet 458 conducts the water to a water jacket 458 located between inner and outer walls 458 and 462, respectively. The water jacket 458 has an outlet 464 connected by a short piece of flexible hose 455 to the inlet 458 for the heating unit 438. The ends of outer wall 452 are bent inwardly as clearly indicated in Fig. 21 and sealed against the exterior surface of the inner wall 458 to seal the ends of the water jacket 458. The ends of the inner wall 488 are closed by heads 418 and 412. The head 418 carries the burner tube 414 which is supplied with combustible mixture through pipe 415 connected to the arm 418 of the control chamber 444. Burner carburetor 482 is connected to the control head 488 through elbow 484 and fuel is supplied to the carburetor 482 from the float bowl of the engine carburetor 422 by way of pipes 485 and 488.

Igniter 488 is mounted in burner head 418 and is connected by a lead 482 with the burner con trol switch 484 mounted on the control head 488. The control chamber 444 and its associated control mechanism is identical with that previously described, and needs no further description at this point. Manual control is effected through a Bowden wire 485 terminating in a control button 488 mounted on dash 588.

The combustible mixture flowing into the combustion chamber 582 through burner tube 414 is ignited by the igniter 488 and burns to produce heat which is transmitted to the water in the water jacket 458. The combustion chamber 582 is located between the burner head 418 and the cylindrical end 584 of a ceramic or other refractory plug 505 which is located in the righthand end of the burner. This plug has a helical groove 588 through which the burned gases must flow in passing from the combustion chamber 582 to the ports 5l8 which connect the groove 588 with the interior of the hollow plug 586 and the pipe 5l2 through which the burned gases pass to the intake manifold.

The cylindrical head 584 is of slightly smaller diameter than the inner wall 488 of the burner and provides a narrow annular passage 5l4 therebetween. In flowing through this passage 5, the gases are brought into intimate contact with the adjacent part of the wall 458 and in continuing their travel through the helical groove 588, these gases remain in intimate contact with the wall 458 and readily give up their heat thereto. The plug 585 thus forms an efficient baffle for aeeaeos bringing the burned gases into intimate contact with the inner wall of the water Jacket and promotes efiicient operation of the burner.

The plug 506 of Fig. 21 is illustrated as having a single helical groove bill. In lieu of a single groove, a plurality of parallel helical grooves can be used and the particular number of grooves selected and the length and cross-section of these grooves or groove may be varied for different conditions of operation. This plug 506 is interchangeable with the tubular support 222 and ceramic heat retainer and diffuser 224 of the first embodiment and with the similar structures used in the burners of the second and third forms of my invention and may be used in lieu thereof in any of the burners shown.

In the preceding embodiments, the heating units have been designed for connection with the cooling system of the automobile engine and in such arrangements the heat supplied to the water in the engine cooling system is ordinarily utilized to supply heat to the heating units. In those installations, my pre-heating apparatus was intended to operate only when the temperature oi the water in the engine water jacket was insumcient to meet the requirements of the heating units. In Fig. 22, however. I have provided a heating unit which is not dependent upon the cooling system of the automobile engine for heat but is entirely independent of this cooling system.

The heating unit of Fig. 22 has an upper tank 520, a lower tank 522. and water tubes 524 connecting these tanks. Spaced flns 52B surround the tubes I24 and receive heat therefrom. A fan I28 circulates air over the tubes 524 and fins!" which transmit heat to this air. The fan 528 is ordinarily driven by an electrical motor of any -conventional type and directs the heated air A burner 534 is provided to supply heated water to the tubes 524. This burner comprises outer and inner walls 538 and 538, respectively, providing a water jacket 540 therebetween. The lower end of the water Jacket communicates through openings "2 with the lower tank 512 and the upper end of the water jacket 540 communicates through openings with the upper tank 620. The water jacket 540 is also provided with a nipple 516 connected to a pipe 548 leading to the lower end of a pressure control chamber Bill provided for a purpose which I shall presently describe.

The upper end of the burner is closed by a head I52 carrying a burner tube I84 and an igniter I". The burner tube'jil has openings 85! communicating'through a frame arrestor it. with the passage I62 in control head I". A combustible mixture is supplied to the passage 58! by a carburetor 586 connected to the control head 5 through elbow 5B8. Gasoline or other fuel is supplied to the carburetor 566 through a nipple 610 which may be connected by a'pipe to any suitable source of fuel. Where this heater is used in an automobile, bus, or similar vehicle. the carburetor I will ordinarily be sup ed with fuel from either the float bowl of the ngine carburetor or from the main fuel tank of the vehicle although 16 a separate fuel tank may, if desired. be supplied for the heater alone.

The igniter B56 is ordinarily connected with the automobile battery, but such an arrangement is not necessary or essential and a separate battery or other source of current may be provided for the heater. The connection between the igniter 5N and its source of current is through a control switch 512 which is mounted on the control head I. The switch 512 is opened by raising a control block 514 which may be raised by either a manual or automatic control.

The control chamber 550 has a pressure bellows or Sylphon 516 located therein and supported at its lower end on a tube 518 threaded into a ferrule 580 located in the upper end of pipe 518. The interior of the bellows 516 is in open communication with the water Jacket Elli through tube 518 and pipe 548 so that any pressure created in the water Jacket 540 is transmitted to the interior of the bellows 516.

The heater shown in Fig. 22 is intended to be manually controlled under normal conditions and such manual control is effected by raising and lowering the valve plug 582 slidably mounted in the control head 5. When the valve plug it! is raised. the port 5 therein is moved out of alignment with the passage 562 and this passage is closed by the lower end of plug 582 to shut of! the supply of combustible mixture to the burner. Raising valve plug 582 also raises switch control plug 514 and opens switch 512 to cut on the current supply of igniter 656.

When the valve plug 582 is again lowered, communication is established between the burner and its carburetor 566 so that a combustible mixture can be drawn into the burner by suction existing therein. Switch 512 is also closed to permit current to be supplied to the igniter 556. This position of the parts is shown in Fig. 22. Any suitable manual control may be provided for raising and lowering the valve plug 582. Such a manual control may take the form of a Bowden wire attached to the upper part of the plug Iii! in the manner illustrated and described in connection with the other embodiments shown and described in this application.

The combustible mixture admitted to the combination chamber 886 through burner tube 554 is ignited by igniter 556 and the burned gases flow through the annular passage 588 formed between the ceramic heat retainer and diiluser 580 and inner wall 530 and then pass through the annular space 592 formed between inner wall 5" and supporting tube 584. The burned gases give up their heat to the water in the water Jacket I and leave the burner through port 508 which connects the space 592 with exhaust pipe 598. This exhaust pipe may be connected with the intake manifold of the engine or with any other suitable source of suction.

If the water in the water jacket 0 should be heated to too high a temperature, steam will be formed and a pressure wfll be built up in this water Jacket, tanks HI) and 52!, and tubes 5. Unless some means were provided to limit the pressure which could be thus produced. an explosion might result. A feature of my invention lies in the provision of automatic control means for limiting the pressure which can be created in the water Jacket II and connected parts. This control means comprises the control chambar I" and related mechanisms.

Any pressure created in the water Jacket 540 normal condition.

ammqs 17 "ismsmmeatombeuewsmtnmurnnioe landtubel'll. Wbenthispressurereaches predetermined maximum limit. bellows I'll excontrol rod Ill and pin ll! At the same time, pin Ill lifts switch control plug "4 and opens switch "I to cut oil. the supply of current to the ignlter ill.

The foregoing operation of the control mechanism puts the burner out of operation. when the temperature of the iluid in the heater has cooled down sufllcientiy to relieve the pressure therein, bellows I'll contracts and returns the control mechanism to the position shown in Fig. 22. Combustible mixture is again supplied to the burner and this combustible mixture is ignited by igniter II! which is again connected with its source of current. In a properly designed heater, all control is normally manual and operation of the pressure control would usually occur only in case of failure of the fan Ill or because of insuiilcient water in the heater or some other ab- This control mechanism, however. is simple and effective and prevents accidents resulting from the creation of abnormal pressure in the heater.

In the normal operation of the heater of Fig. 22, the water in the water :Iacket "II is heated by the burner. This causes an upward circulation in water Jacket Ill and hot water from the top of this jacket liows into tank "I and thence downwardly through tubes 324. As the hot water flows downwardly in these tubes. it gives up its heat and this heat is transferred to the air flowing over the fins and tubes under the force created by the fan ill. The cooled water discharged from the lower ends of the tubes "4 passes into lower tank 522 and thence through openings 42 into the lower end of water jacket "I.

The foregoing circulation of the water in the heater continues as long as the heater operates under normal conditions. In case the fan 528 should stop, or the water in the heater should drop below the openings I, the water in the water jacket Nil might be raised to boiling temperature and create sufficient pressure to operate the automatic pressure control mechanism to cut out the burner.

Heaters of the kind shown in Fig. 22, are independent of the engine cooling system and may be located anywhere in or about the passenger space of an automobile, bus, or other vehicle. In some instances, it may be desirable to provide several of these heaters located at different points in the passenger space so that a substantially uniform temperature is maintained throughout this space. Where uniformity of temperature is not essential, a single heater may be made of suillcient capacity to heat the entire space, regardless of its size.

The heater of Fig. 22, like the other embodiments of my invention, is effective to supply heat to the passenger compartment of the vehicle with a minimum of delay after the manual control has been moved to the on position. This feature of my invention is particularly advantageous where the vehicle is usedior short runs and is left standing in the cold between these runs so that the medium in the heater and parts connected therewith is cooled between runs. Because of the automatic pressure control provided for the heater in Fig. 22, the liquid tanks Ill and III may be of minimum capacity and thus facilitate the quick, eil'ective operation of the heater whenever heat is called for by the controls. In the other forms of my invention, the reduced flow through the heating unit and burner while the latter is in operation, contributes to reducing the time required to bring the heating unit up to full operating temperature.

In describing my invention, I have referred to the heaters as hot water heaters and the cooling medium of the automobile cooling system as water since these are the terms most commonly used in the art. In winter, however. such cooling medium is ordinarily a mixture of water and alcohol, water and glycerine, water and some other antifreeze. In some instances, kerosene, or some other non-freezing liquid may be used exclusive- 1y. My invention" is not limited to the use of water, but may be used with any other suitable medium and the term water where used herein is to be construed as covering any such medium.

It is to be understood that my invention is not limited to the details illustrated and described, but may assume numerous other forms coming within the scope of the appended claims which define the limits of my invention.

I claim:

1. In heating apparatus of the class described, the combination of a heating unit for an automobile and comprising radiating means and means for circulating air over said radiating means, a burner for supplying hot water to said heating unit, a water jacket for said burner, an igniter for igniting a combustible mixture in said burner. means for supplying a combustible mixture to said burner, a valve for controlling the flow of water through said water Jacket, a second valve for controlling the flow of combustible mixture to said burner, a switch for controlling communication between said igniter and a source of electrical current, a single temperature responsive bellows for actuating said valves and switch, said bellows being located between said valves, a fixed support for one end 01 said bellows, and means for connecting said valves and switch with the other end of said bellows, said last named means including a frame enclosing said bellows.

2. In heating apparatus or the class described, the combination of a burner, a water jacket for said burner, said water jacket having an outlet adapted to communicate with a heating unit, said jacket having a water inlet, a control chamber communicating with said inlet, a valve for controlling the flow of water between said control chamber and jacket, a bellows in said chamber, said bellows being located between said water inlet and said valve, a rigid support for the lower end of said bellows, an open frame having a part mounted on the upper end of said bellows, said frame being connected to said valve means, a conduit for supplying a combustible mixture to said burner, an igniter for said burner, a switch through which electrical energy is supplied to said igniter, and a control member attached to said i'rame for closing said passage and opening said switch under the influence of said bellows.

3. In heating apparatus of the class described, the combination 01' a burner having a water Jacket adapted to supply hot water to a heating unit, a control chamber through which water is supplied to said jacket, said chamber having an inlet adapted to be connected to a. water cooling system of an internal combustion engine, a temperature responsive element in said chamber, valve means operated by said element to regulate the flow of water between said chamber and jacket, a conduit for supplying combustible mixture to said burner, an igniter ior said burner, a switch through which current is supplied to said igniter, means operated by said element to close said conduit and open said switch, and a separate manual control or said switch and conduit.

4. In heating apparatus adapted to be interposed between the internal combustion engine and a radiator supplied with hot water therefrom, the combination 01 a boiler connected to said radiator and engine, a burner for heating water in said boiler, means for supplying a combustible mixture to said burner, an igniter for said mixture, a switch .through which electrical current is supplied to said igniter, said switch including a flexible blade carrying an electrical contact, stationary means carrying a cooperating contact, a movable block adJacent one end of said blade, means for moving said block to flex said blade and open said switch. athermostatic control responsive to the temperature of the water at said boiler inlet [or actuating said means, a cable passing through an opening in said switch blade. a spring confined between one end 01' said cable and said blade, and a manually operated control button attached to said cable for opening said switch.

5. Heating apparatus adapted to be connected in a heating system, comprising a radiator supplied with hot water from the cooling system or an internal combustion engine, said heating apparatus including a container adapted to receive water from the internal combustion engine, said container having an inlet and an outlet, a boiler connected to said outlet and adapted for connection to said radiator, a burner tor heating water in said boiler, a control head attached to said container, said control head having a passage therethrough, means for supplying a combustible mixture to said burner through said passage, a valve plug located in said passage and having a port constituting a continuation thereof, a member slidable in said plug to close said port, a temperature responsive element in said contamer for operating said slldable member, a valve controlling water flow through said container and boiler, said valve being connected to and operated by said temperature responsive element, and manual means for moving said plug to shift said port out or registry with said passage.

6. Heating apparatus for supplying hot. water to a heating having a radiator and fan for circulating air over such radiator, such apparatus comprising a boiler communicating with said radiator, a container having one end connected to said boiler, a burner for said boiler, a. head attached to the other end of said container and providing a passage through which combustible mixture is supplied to said burner, a valve plug in said passage, said plug having a port adapted to constitute a continuation of said passage, a bore in said plug extending transversely of said port, a smaller bore constituting a continuation of said first mentioned bore, a member having a large part located in said large bore and a smaller part located in said smaller bore, switch means adjacent said plug and operable in response to movement of said member, means for shifting said member to close said port and operate said 20 switchmeanaandmeansiormoving'saidphlg to close said passage and operate said switch means.

7. Heating apparatus of the class described comprising a boiler adapted to be connected to a radiator, a burner for supplying heat to said boiler, said boiler having a gas outlet adapted to be connected to a source of suction, a container connected at one end to said boiler, said container and boiler being substantially cylindrical and arranged side by side. a head for said container having a part attached to said boiler and providing a passage communicating with said burner, means'ior supplying a combustible mixture to said passage, an igniter plug for said burner, a switch mounted on said head and controlling flow oi current to said igniter plug, a single bellows in said container, said bellows having a fixed end, a rod attached adjacent the connection between said container and boiler, said bellows having a movable end. a rod attached to said movable end, said head having a rod receiving bore intersecting said passage, said rod having a part adapted to close said passage under the influence or said bellows, and a pin interposed between said rod and switch whereby said switch is operated by said bellows.

B. In combination, heater means including a burner and a container for a medium to be heated, heat transfer means, means connecting said container to said heat transfer means, a control head having a passage therethrough, means connecting said passage to said burner, means for supplying a combustible mixture to said burner through said passage, a valve in said head adapted to interrupt now through said passage when shifted in one direction, manual means for shifting said valve, a second valve disposed within the first valve and adapted independently to interrupt the flow through said passage, and a thermostatic element responsive to the temperature of said medium to be heated for operating the last said valve.

HARRY ROSE.

REFERENCES CITED The following references are of record in the tile of this patent:

UNITED STATES PATENTS Number Name Date 920,982 Mracek May 11, 1909 1,316,021 Doble Sept. 16, 1919 1,632,125 French at al. June 14, 1927 1,739,114 Baker Dec, 10, 1929 1,772,597 Trinkle Aug. 12, 1930 1,992,789 Veale Mar. 2, 1937 2,072,763 Mayo Mar. 2, 1937 2,135,275 Cannon Nov. 1, 1938 2,138,941 Roudanez Dec. 6, 1938 2,162,571 Bock June 13, 1939 2,235,692 'I'immis Mar. 18, 1941 2,249,946 Darrah July 22, 1941 2,254,801 George Sept. 2, 1941 2,270,824 Meyerhoei'er Jan. 20, 1942 2,286,853 Holthouse June 16, 1942 2,289,208 Pinkerton et a1 July 7, 1942 2,290,185 Rose Sept. 15, 1942 2,309,010 Rose Oct. 27, 1942 2,300,011 Rose Oct. 27, 1942 Certificate of Correction 22 Patent No. 2,463,908. March 8, 1949. HARRY ROSE It is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows:

Column 4, line 68, for the word burner read heater; column 12, line 39, for nipplet read nipple; column 16, lines 49 and 50, for combination read combustion line 58, for port 506 read port 596; column 19, line 54, for"heating read heater;

and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 23rd daylof August, A. D.g1949.

THOMAS F. MURPHY,

Assistant Uommz'ssz'oner of Patents. 

